EP2588770A1 - Method for dynamically absorbing shocks in a power shaft, in particular a supercritical shaft, and shock-absorbing architecture for implementing said method - Google Patents

Method for dynamically absorbing shocks in a power shaft, in particular a supercritical shaft, and shock-absorbing architecture for implementing said method

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Publication number
EP2588770A1
EP2588770A1 EP11740963.1A EP11740963A EP2588770A1 EP 2588770 A1 EP2588770 A1 EP 2588770A1 EP 11740963 A EP11740963 A EP 11740963A EP 2588770 A1 EP2588770 A1 EP 2588770A1
Authority
EP
European Patent Office
Prior art keywords
downstream
bearing
shaft
damping
meshing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP11740963.1A
Other languages
German (de)
French (fr)
Other versions
EP2588770B1 (en
Inventor
David Cazaux
Sylvain Pierre Votie
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Safran Helicopter Engines SAS
Original Assignee
Turbomeca SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Turbomeca SA filed Critical Turbomeca SA
Priority to PL11740963T priority Critical patent/PL2588770T3/en
Publication of EP2588770A1 publication Critical patent/EP2588770A1/en
Application granted granted Critical
Publication of EP2588770B1 publication Critical patent/EP2588770B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C27/00—Elastic or yielding bearings or bearing supports, for exclusively rotary movement
    • F16C27/04—Ball or roller bearings, e.g. with resilient rolling bodies
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/54—Systems consisting of a plurality of bearings with rolling friction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C27/00—Elastic or yielding bearings or bearing supports, for exclusively rotary movement
    • F16C27/04—Ball or roller bearings, e.g. with resilient rolling bodies
    • F16C27/045—Ball or roller bearings, e.g. with resilient rolling bodies with a fluid film, e.g. squeeze film damping
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C35/00—Rigid support of bearing units; Housings, e.g. caps, covers
    • F16C35/04—Rigid support of bearing units; Housings, e.g. caps, covers in the case of ball or roller bearings
    • F16C35/06—Mounting or dismounting of ball or roller bearings; Fixing them onto shaft or in housing
    • F16C35/07—Fixing them on the shaft or housing with interposition of an element
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • F16F15/023—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • F16F15/023—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means
    • F16F15/0237—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means involving squeeze-film damping
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2360/00—Engines or pumps
    • F16C2360/23—Gas turbine engines

Definitions

  • the invention relates to a method of dynamic damping of a power shaft, particular of a supercritical tree, as well as a damping architecture capable of implementing such a method.
  • Power rotation shafts particularly in turbine engines, have nominal operating ranges that can exceed their first critical bending speed.
  • the operating range of the supercritical trees always exceeds their first critical speed.
  • the power shafts undergo overvoltage phenomena which amplify the deformations and the forces caused by the imbalances of the tree.
  • a modal analysis of the architecture of a given power shaft - which conventionally presents a front and a rear bearing - makes it possible to determine the values of the critical speeds, the shape of the modal deformations as well as the distribution of the deformation energy between the components of the shaft line: the front, rear bearings and the shaft connecting these bearings.
  • An example of modal analysis of a given supercritical tree provides a first critical speed value equal to 15,000 rpm, or 70% of its nominal speed, with a strain energy distribution equal to 10%. on the front bearing, 30% on the rear bearing and 60% on the shaft.
  • oil film damping bearings also called “squeeze film”
  • these shafts may have power teeth, which is generally the case on turbine engines with speed reducer used in the aeronautical field when the speed of rotation of the power shaft is high.
  • the speed reducer makes it possible to transform the power in order to supply the receivers (main transmission box of helicopter, electric generator etc.) In this case, the use of squeeze films on the bearings framing the teeth of the tree power is excluded.
  • these bearings must have sufficient rigidity to limit any radial displacement of the pinion undergoing meshing forces, in order to transmit the engine torque and prevent any disengagement or premature wear.
  • Squeeze films require radial displacement of the bearing to be compressed and produce their damper effect. The use of squeeze films is therefore incompatible with these tooth frame bearings. The deformation energy still remains significant on the rear bearing - greater than 10% - and the damping being difficult to achieve on the front bearing because of the presence of power teeth, architecture damping systems speed reducer and critical-shaft motors were therefore placed on the rear bearings of the shaft line.
  • the rear bearings no longer participate in the modal deformation, no external damping is then possible at these rear bearings.
  • the front bearings locate, typically, about 25% and the shaft about 75% of the deformation energy: the rear bearings - which do not work in damping - then absorb practically no deformation (less than 1 %).
  • the bearings of the driving gear then become the only zone that can make it possible to provide external damping to the entire shaft line, a percentage of strain energy in the shaft of 75% being unacceptable.
  • the invention proposes an architecture to provide sufficient damping while maintaining rigidity at the front bearings so as not to compromise the meshing power teeth. To do this, a dynamic compressible damping is created in extension of the downstream rolling of the meshing.
  • the subject of the invention is a dynamic damping method on a power shaft comprising a speed reduction meshing on a driving pinion, framed by a set of upstream and downstream shaft supports at the meshing.
  • the support assembly is extended downstream by at least one additional support coupled to a compressible damping in orbital motion to form a downstream damping axially eccentric with respect to the upstream support with respect to the power meshing.
  • This eccentric architecture provides dynamic damping. According to particular embodiments:
  • the downstream extension is achieved by means of a flexible connection forming a stiffness adjustment lever for adjusting the distribution of the deformation energy in the shaft and the resulting damped energy; thus, the flexible connection makes it possible to control the stiffness of the downstream damping and thus limit the effect of the critical speed by a better distribution of strain energy in the shaft;
  • the downstream offset of the additional damping is determined by iteration so as to place this damping in the deformation of the shaft in order to provide maximum damping by radial compression; the meshing is thus framed by two steep bearings ensuring optimum torque transmission.
  • the invention also relates to a dynamic damper assembly on power shaft implementation of the method above.
  • Such an assembly comprises upstream and downstream bearings bearing power framing gear meshing speed reduction.
  • the downstream bearing is coupled to at least one additional rolling bearing associated with a compressible damper to form a downstream damper axially eccentric with respect to the upstream bearing with respect to the gear meshing.
  • the two downstream stages are connected by a flexible cage mounted on a common housing;
  • the compressible damper consists of a film squeeze, in particular a film squeeze centered by the flexible cage on the shaft;
  • the bearing of the additional downstream bearing may be a ball bearing or a roller bearing
  • FIG. 3 a (partial) perspective view of the power shaft equipped with a dynamic damper according to the invention.
  • FIGS. 4a and 4b two load diagrams on the front bearings of the power shaft as a function of the speed of rotation, respectively in the absence and in the presence of the dynamic damper according to the invention.
  • the terms before or upstream refer, by comparison along an axis X'X, to positions of elements arranged on the side of the driving pinion or closer to the pinion, while the Downstream or rear terms refer to, by comparison along the axis X'X, the position of elements farther from the driving gear or towards the engine torque creation part.
  • the same reference signs designate identical or equivalent elements.
  • a turbine drive power shaft 19 has a modal deformed relative to its axis X'X at rest, a flexion incorporating about 75% of the deformation energy when the rear bearings 18 practically do not participate (less than 1%) in damping.
  • the forces experienced by the bearings at the front bearings are illustrated in Figure 4a and commented below.
  • FIGS. 2 half-view in section
  • 3 perspective view
  • the bearings 12 and 14 are respectively mounted on housings 32 and 34 by flanges 36 through nut-and-bolt assemblies 38 and annular rings 39.
  • the front bearing 14 located downstream relative to the first upstream bearing 12 along the axis X'X of the shaft 10, and an additional downstream bearing 20 are mounted at the ends of the housing 34.
  • the Bearings are lubricated by channels 22 coupled to nozzles 24.
  • the flange 36 is extended axially by a flexible cage 24 of perforated steel, squirrel cage type, itself extended by the outer cage 20a of the bearing 20.
  • the cage flexible 24 thus connects the bearings 14r and 20r, the bearing 20 being maintained in position by the flange 36 via the flexible cage 24.
  • a flange 21 (the flange 21 and the housing 34 are not shown in Figure 3 to avoid masking the cage), fixed by a screw-nut assembly 38a and extended axially by a tongue 25, protects the housing 34.
  • the bearing 20r of this bearing, ball in this example, is a bearing "in abutment" - in that it takes the axial forces of the set of tree line.
  • the casing 34 advantageously forms in its central part a flexible cage 24 of perforated steel, squirrel cage type, between the two bearings 14 and 20.
  • the bearing 20, which creates dynamic damping by coupling with the flexible cage 24, is thus eccentric with respect to the upstream bearing 12 by taking the central section of the power teeth 15 as a reference.
  • the flexible cage thus makes it possible to control the stiffness of the bearing 20 and thus to adjust the critical speed.
  • the bearing 20r is combined radially with a film squeeze 26.
  • the film squeeze may not be centered on the cage but directly mounted on the housing 34 with a "floating" outer race ring (not shown).
  • the percentage of deformation energy damped by the squeeze film at the passage of the shaft mode can then be adjusted thanks to the flexibility of the cage 24, for example with a damping equal to or greater than about 15%.
  • Such an architecture thus allows a distribution (in percentages) of 15 to 25/70 to 60/15, respectively between the damped energy in the front bearings / the damped energy in the shaft / the undamped energy.
  • Such distributions are mechanically quite acceptable.
  • the shift "d" which reflects the eccentric position of the bearing 20 relative to the bearing 14 made by a spacer 23, is adjusted by iteration for the damping bearing 20 is in the deformation of the shaft. A compromise is established between a shift to the shortest, to reduce the size and the longer to increase the damping mode.
  • the value of the offset is also a function of, in particular, the operating speed range, the length of the teeth and the shaft as well as the diameter of the shaft.
  • the offset "d" has the effect of overwriting the squeeze film at best, which increases its efficiency and makes it possible to provide maximum damping, in particular at the passage of the critical bending speed of the shaft (also called resonance).
  • the offset "d" is adjusted to 40 mm.
  • the stiffness of the bearings flanking the power teeth 15 ensures a good hold of the teeth between them when the engine torque is exerted, even during the passage of the deformed shaft or at full power.
  • FIGS. 4a and 4b illustrate the forces exerted in newtons E (N) on a set of bearings of the front bearings of a power shaft as a function of the speed of rotation V in revolutions per minute (rpm). ), respectively in the absence and in the presence of the dynamic damper according to the invention.
  • the first curve C1 ( Figure 4a) has in particular a very large peak of P1 resonance of about 4500 N, during the modal shift of the shaft at the critical speed of 19 000 rev / min. The forces can cause premature wear or disengagement between the teeth.
  • the second curve C2 (FIG. 4b) no longer has a large force peak at the passage of the shaft at the critical speed of 24,000 rpm thanks to the dynamic damping achieved by an architecture of the type described herein. - above.
  • the peak recorded P2 is only about 1600 N, which remains quite acceptable.
  • the invention is not limited to the embodiments described and shown. It is for example possible to provide other types of compressible damping that squeeze film: elastomeric seal, compressed air, magnetic bearing, etc.
  • the flexible connection can be achieved by alternating different materials, a flexible alloy or braids of metal son.
  • a plurality of additional bearings may be provided in an adjusted distribution to produce precisely adjusted front damping.

Abstract

The invention relates to an architecture making it possible to provide the sufficient absorption of shocks for a power shaft while maintaining rigidity at the front bearings so as to not compromise the meshing of the power teeth of a drive pinion. For this purpose, compressible dynamic shock absorption is provided in alignment with the downstream shock absorber of the additional meshing. An assembly for dynamically absorbing shocks for a power shaft, according to the invention, comprises upstream (12) and downstream (14) bearings having power rollers (12r, 14r) mounted on two casings (32, 34) and flanking a speed-reducing teeth meshing (15). The downstream bearing (14) is coupled to at least one additional roller bearing (20, 20r) associated with a compressible shock absorber (26) so as to form a downstream shock absorber (20, 26) that is axially offset relative to the upstream bearing (12) opposite the teeth meshing (15). Both downstream bearings (12, 14) are connectable by a flexible frame (24) mounted on the common casing (34). The invention can be used for power-transmission shafts, in particular supercritical shafts in turbine engines.

Description

PROCEDE D'AMORTISSEMENT DYNAMIQUE D'UN ARBRE DE PUISSANCE, EN PARTICULIER D'UN ARBRE SURCRITIQUE, ET ARCHITECTURE D'AMORTISSEMENT DE MISE EN ŒUVRE [0001] L'invention concerne un procédé d'amortissement dynamique d'un arbre de puissance, en particulier d'un arbre surcritique, ainsi qu'une architecture d'amortissement apte à mettre en œuvre un tel procédé.  METHOD FOR DYNAMICALLY DAMPING A POWER SHAFT, ESPECIALLY A SURFACE TREE, AND DAMPING DAMPING ARCHITECTURE [0001] The invention relates to a method of dynamic damping of a power shaft, particular of a supercritical tree, as well as a damping architecture capable of implementing such a method.
[0002] Les arbres de rotation de puissance, en particulier dans les turbomoteurs, ont des plages de fonctionnement nominal qui peuvent dépasser leur première vitesse critique de flexion. Par définition, la plage de fonctionnement des arbres surcritiques dépasse toujours leur première vitesse critique. A la résonance, qui se produit au passage d'une vitesse critique, les arbres de puissance subissent des phénomènes de surtension qui amplifient les déformations et les efforts provoqués par les balourds de l'arbre. Power rotation shafts, particularly in turbine engines, have nominal operating ranges that can exceed their first critical bending speed. By definition, the operating range of the supercritical trees always exceeds their first critical speed. At resonance, which occurs when a critical speed passes, the power shafts undergo overvoltage phenomena which amplify the deformations and the forces caused by the imbalances of the tree.
[0003] Une analyse modale de l'architecture d'un arbre de puissance donné - qui présente classiquement un palier avant et un palier arrière - permet de déterminer les valeurs des vitesses critiques, la forme des déformées modales ainsi que la répartition de l'énergie de déformation entre les composants de la ligne d'arbre : les paliers avant, arrière et l'arbre reliant ces paliers. [0003] A modal analysis of the architecture of a given power shaft - which conventionally presents a front and a rear bearing - makes it possible to determine the values of the critical speeds, the shape of the modal deformations as well as the distribution of the deformation energy between the components of the shaft line: the front, rear bearings and the shaft connecting these bearings.
[0004] Un exemple d'analyse modale d'un arbre surcritique donné fournit une valeur de première vitesse critique égale à 15 000 tr/min, soit 70% de sa vitesse nominale, avec une répartition d'énergie de déformation égale à 10% sur le palier avant, 30% sur le palier arrière et 60% sur l'arbre. An example of modal analysis of a given supercritical tree provides a first critical speed value equal to 15,000 rpm, or 70% of its nominal speed, with a strain energy distribution equal to 10%. on the front bearing, 30% on the rear bearing and 60% on the shaft.
[0005]Afin d'amortir les contraintes amplifiées, associées en particulier à l'utilisation d'arbres surcritiques, des paliers amortisseurs à film d'huile, encore appelé « squeeze film », permettent de limiter l'amplitude de la surtension provoquée au passage de la vitesse critique. [0006] Cependant, ces arbres peuvent présenter des dentures de puissance, ce qui est en général le cas sur les turbomoteurs à réducteur de vitesse utilisés dans le domaine aéronautique lorsque la vitesse de rotation de l'arbre de puissance est élevée. Le réducteur de vitesse permet de transformer la puissance afin d'alimenter les récepteurs (Boite de Transmission Principale d'hélicoptère, génératrice électrique etc ..) Dans ce cas, l'utilisation de squeeze films sur les paliers encadrant les dentures de l'arbre de puissance est exclue. En effet, ces paliers doivent présenter suffisamment de rigidité pour limiter tout déplacement radial du pignon subissant les efforts d'engrènement, afin de transmettre le couple moteur et éviter tout désengagement ou usure prématurée. Or les squeeze films nécessitent un déplacement radial du roulement pour pouvoir être comprimés et produire leur effet d'amortisseur. L'utilisation des squeeze films est donc incompatible avec ces paliers d'encadrement de dentures. [0007] L'énergie de déformation restant toujours importante sur le palier arrière - supérieure à 10% - et l'amortissement étant difficile à réaliser sur le palier avant du fait de la présence des dentures de puissance, les systèmes d'amortissement des architectures des moteurs à réducteur de vitesse et à arbre critique ont donc été disposés sur les paliers arrière de la ligne d'arbre. [0005] In order to dampen the amplified stresses associated in particular with the use of supercritical shafts, oil film damping bearings, also called "squeeze film", make it possible to limit the amplitude of the overvoltage caused by passage of the critical speed. However, these shafts may have power teeth, which is generally the case on turbine engines with speed reducer used in the aeronautical field when the speed of rotation of the power shaft is high. The speed reducer makes it possible to transform the power in order to supply the receivers (main transmission box of helicopter, electric generator etc.) In this case, the use of squeeze films on the bearings framing the teeth of the tree power is excluded. In fact, these bearings must have sufficient rigidity to limit any radial displacement of the pinion undergoing meshing forces, in order to transmit the engine torque and prevent any disengagement or premature wear. Squeeze films require radial displacement of the bearing to be compressed and produce their damper effect. The use of squeeze films is therefore incompatible with these tooth frame bearings. The deformation energy still remains significant on the rear bearing - greater than 10% - and the damping being difficult to achieve on the front bearing because of the presence of power teeth, architecture damping systems speed reducer and critical-shaft motors were therefore placed on the rear bearings of the shaft line.
[0008] Cependant, sur certaines architectures modernes, les paliers arrière ne participent plus à la déformée modale, aucun amortissement externe n'étant alors possible au niveau de ces paliers arrière. Ainsi, les paliers avant localisent, typiquement, près de 25% et l'arbre environ 75% de l'énergie de déformation : les paliers arrière - qui ne travaillent pas en amortissement - n'absorbent alors pratiquement pas de déformation (moins de 1 %). Les paliers du pignon menant deviennent alors la seule zone pouvant permettre d'apporter de l'amortissement externe à l'ensemble de la ligne d'arbre, un pourcentage d'énergie de déformation dans l'arbre de 75 % étant inacceptable. [0009] L'invention propose une architecture permettant d'apporter un amortissement suffisant tout en conservant une rigidité au niveau des paliers avant afin de ne pas compromettre l'engrènement des dentures de puissance. Pour ce faire, un amortissement compressible dynamique est créé en prolongement du roulement aval de l'engrènement. However, on some modern architectures, the rear bearings no longer participate in the modal deformation, no external damping is then possible at these rear bearings. Thus, the front bearings locate, typically, about 25% and the shaft about 75% of the deformation energy: the rear bearings - which do not work in damping - then absorb practically no deformation (less than 1 %). The bearings of the driving gear then become the only zone that can make it possible to provide external damping to the entire shaft line, a percentage of strain energy in the shaft of 75% being unacceptable. The invention proposes an architecture to provide sufficient damping while maintaining rigidity at the front bearings so as not to compromise the meshing power teeth. To do this, a dynamic compressible damping is created in extension of the downstream rolling of the meshing.
[0010] Plus précisément, l'invention a pour objet un procédé d'amortissement dynamique sur un arbre de puissance comportant un engrènement de réduction de vitesse sur un pignon menant, encadrés par un ensemble de supports d'arbre amont et aval à l'engrènement. Dans cette architecture, l'ensemble de supports est prolongé en aval par au moins un support supplémentaire couplé à un amortissement compressible en mouvement orbital pour former un amortissement aval axialement excentré par rapport au support amont au regard de l'engrènement de puissance. Cette architecture excentrée permet d'apporter un amortissement dynamique. [0011]Selon des modes de réalisation particuliers : More specifically, the subject of the invention is a dynamic damping method on a power shaft comprising a speed reduction meshing on a driving pinion, framed by a set of upstream and downstream shaft supports at the meshing. In this architecture, the support assembly is extended downstream by at least one additional support coupled to a compressible damping in orbital motion to form a downstream damping axially eccentric with respect to the upstream support with respect to the power meshing. This eccentric architecture provides dynamic damping. According to particular embodiments:
- le prolongement aval est réalisé par l'intermédiaire d'une liaison souple formant un levier d'ajustement de raideur permettant d'ajuster la répartition de l'énergie de déformation dans l'arbre et l'énergie amortie qui en résulte ; ainsi, la liaison souple permet de piloter la raideur de l'amortissement aval et donc limiter l'effet de la vitesse critique par une meilleure répartition d'énergie de déformation dans l'arbre ; - The downstream extension is achieved by means of a flexible connection forming a stiffness adjustment lever for adjusting the distribution of the deformation energy in the shaft and the resulting damped energy; thus, the flexible connection makes it possible to control the stiffness of the downstream damping and thus limit the effect of the critical speed by a better distribution of strain energy in the shaft;
- le décalage aval de l'amortissement supplémentaire est déterminé par itération de sorte à placer cet amortissement dans la déformée de l'arbre afin d'apporter un maximum d'amortissement par compression radiale; l'engrènement est ainsi encadré par deux paliers raides assurant une transmission de couple optimale. the downstream offset of the additional damping is determined by iteration so as to place this damping in the deformation of the shaft in order to provide maximum damping by radial compression; the meshing is thus framed by two steep bearings ensuring optimum torque transmission.
[0012] L'invention se rapporte également à un ensemble amortisseur dynamique sur arbre de puissance de mise en œuvre du procédé ci-dessus. Un tel ensemble comporte des paliers amont et aval à roulements de puissance encadrant un engrènement de dentures de réduction de vitesse. Le palier aval est couplé à au moins un palier à roulement supplémentaire associé à un amortisseur compressible pour former un amortisseur aval axialement excentré par rapport au palier amont au regard de l'engrènement de dentures. The invention also relates to a dynamic damper assembly on power shaft implementation of the method above. Such an assembly comprises upstream and downstream bearings bearing power framing gear meshing speed reduction. The downstream bearing is coupled to at least one additional rolling bearing associated with a compressible damper to form a downstream damper axially eccentric with respect to the upstream bearing with respect to the gear meshing.
[0013] Selon des modes de réalisation particuliers : According to particular embodiments:
- les deux paliers avals sont liés par une cage souple montée sur un carter commun; the two downstream stages are connected by a flexible cage mounted on a common housing;
- l'amortisseur compressible est constitué d'un squeeze film, en particulier d'un squeeze film centré par la cage souple sur l'arbre ; the compressible damper consists of a film squeeze, in particular a film squeeze centered by the flexible cage on the shaft;
- le roulement du palier aval supplémentaire peut être un roulement à billes ou un roulement à rouleaux - the bearing of the additional downstream bearing may be a ball bearing or a roller bearing
[0014] D'autres caractéristiques et avantages de la présente invention apparaîtront à la lecture de l'exemple de réalisation détaillé qui suit, en référence aux dessins annexées, qui représentent respectivement : Other features and advantages of the present invention will appear on reading the detailed embodiment which follows, with reference to the accompanying drawings, which respectively represent:
- en figure 1 , une vue globale d'une déformée modale d'un arbre de puissance classique monté entre des paliers avant et arrière en liaison avec un pignon menant ; - In Figure 1, an overall view of a modal deformation of a conventional power shaft mounted between front and rear bearings in connection with a drive gear;
- en figure 2, une demi - vue en coupe longitudinale (partielle) du pignon menant réducteur en liaison avec l'arbre de puissance de la figure 1 selon une architecture conforme à l'invention ;  - In Figure 2, a half-view in longitudinal section (partial) of the reduction drive gear in connection with the power shaft of Figure 1 according to an architecture according to the invention;
- en figure 3, une vue en perspective (partielle) de l'arbre de puissance équipé d'un amortisseur dynamique selon l'invention, et  in FIG. 3, a (partial) perspective view of the power shaft equipped with a dynamic damper according to the invention, and
- en figures 4a et 4b, deux diagrammes d'efforts sur des roulements avant de l'arbre de puissance en fonction de la vitesse de rotation, respectivement en absence et en présence de l'amortisseur dynamique selon l'invention. [0015] Dans la description qui suit, les termes avant ou amont se rapportent, par comparaison le long d'un axe X'X, à des positions d'éléments disposés du côté du pignon menant ou plus près du pignon, alors que les termes aval ou arrière désignent, par comparaison le long de l'axe X'X, la position d'éléments plus éloigné du pignon menant ou vers la partie de création du couple moteur. Par ailleurs, les mêmes signes de référence désignent des éléments identiques ou équivalents. in FIGS. 4a and 4b, two load diagrams on the front bearings of the power shaft as a function of the speed of rotation, respectively in the absence and in the presence of the dynamic damper according to the invention. In the following description, the terms before or upstream refer, by comparison along an axis X'X, to positions of elements arranged on the side of the driving pinion or closer to the pinion, while the Downstream or rear terms refer to, by comparison along the axis X'X, the position of elements farther from the driving gear or towards the engine torque creation part. In addition, the same reference signs designate identical or equivalent elements.
[0016] En référence à la vue globale de la figure 1 , un arbre de puissance 10 d'entraînement de turbine 19 présente, en déformée modale par rapport à son axe X'X au repos, une flexion intégrant environ 75 % de l'énergie de déformation lorsque les paliers arrière 18 ne participent pratiquement pas (moins de 1 %) à l'amortissement. Les paliers avant, 12 et 14, qui encadrent les dentures 15 sur lequel est monté le pignon menant 16 de réduction de vitesse, supportent alors environ 25% de l'énergie de déformation qui n'est pas amortie. Une telle répartition n'est pas acceptable, en particulier à la résonance. Les efforts subis par les roulements au niveau des paliers avant sont illustrés en figure 4a et commentés ci-après. Referring to the overall view of Figure 1, a turbine drive power shaft 19 has a modal deformed relative to its axis X'X at rest, a flexion incorporating about 75% of the deformation energy when the rear bearings 18 practically do not participate (less than 1%) in damping. The front bearings, 12 and 14, which frame the toothing 15 on which the speed reduction drive gear 16 is mounted, then support about 25% of the deformation energy which is not damped. Such a distribution is not acceptable, especially at resonance. The forces experienced by the bearings at the front bearings are illustrated in Figure 4a and commented below.
[0017] Une architecture conforme à l'invention, telle qu'illustrée en figures 2 (demi - vue en coupe) et 3 (vue en perspective), permet d'amortir les efforts subis par les paliers avant 12 et 14 de roulement à rouleaux durs 12r et 14r, sans nuire à l'engrènement du pignon avant. Les paliers 12 et 14 sont montés respectivement sur des carters 32 et 34 par des brides 36 à travers des ensembles vis-écrous 38 et des bagues annulaires 39. An architecture according to the invention, as illustrated in FIGS. 2 (half-view in section) and 3 (perspective view), makes it possible to damp the forces undergone by the front bearings 12 and 14 of the rolling bearing. 12r and 14r hard rollers, without harming the gear meshing. The bearings 12 and 14 are respectively mounted on housings 32 and 34 by flanges 36 through nut-and-bolt assemblies 38 and annular rings 39.
[0018] Dans cette architecture, le palier avant 14 situé en aval par rapport au premier palier amont 12 selon l'axe orienté X'X de l'arbre 10, et un palier aval supplémentaire 20 sont montés aux extrémités du carter 34. Les paliers sont lubrifiés par des canaux 22 couplées à des gicleurs 24. La bride 36 est prolongée axialement par une cage souple 24 en acier ajouré, de type cage d'écureuil, elle-même prolongée par la cage extérieure 20a du palier 20. La cage souple 24 relie ainsi les roulements 14r et 20r, le palier 20 étant maintenu en position par la bride 36 via la cage souple 24. En option, une bride 21 (la bride 21 et le carter 34 ne sont pas représentés sur la figure 3 pour ne pas masquer la cage), fixée par un ensemble vis-écrous 38a et prolongée axialement par une languette 25, permet de protéger le carter 34. Le roulement 20r de ce palier, à billes dans cet exemple, est un roulement « en butée » - en ce sens qu'il reprend les efforts axiaux de l'ensemble de la ligne d'arbre. In this architecture, the front bearing 14 located downstream relative to the first upstream bearing 12 along the axis X'X of the shaft 10, and an additional downstream bearing 20 are mounted at the ends of the housing 34. The Bearings are lubricated by channels 22 coupled to nozzles 24. The flange 36 is extended axially by a flexible cage 24 of perforated steel, squirrel cage type, itself extended by the outer cage 20a of the bearing 20. The cage flexible 24 thus connects the bearings 14r and 20r, the bearing 20 being maintained in position by the flange 36 via the flexible cage 24. Optionally, a flange 21 (the flange 21 and the housing 34 are not shown in Figure 3 to avoid masking the cage), fixed by a screw-nut assembly 38a and extended axially by a tongue 25, protects the housing 34. The bearing 20r of this bearing, ball in this example, is a bearing "in abutment" - in that it takes the axial forces of the set of tree line.
[0019] Le carter 34 forme avantageusement dans sa partie centrale une cage souple 24 en acier ajouré, de type cage d'écureuil, entre les deux paliers 14 et 20. Le palier 20, qui crée un amortissement dynamique par couplage avec la cage souple 24, est ainsi excentré par rapport au palier amont 12 en prenant la section centrale des dentures de puissance 15 comme référence. La cage souple permet ainsi de piloter la raideur du palier 20 et donc d'ajuster la vitesse critique. [0020] Afin de réaliser un amortissement dynamique du palier supplémentaire 20 monté sur la cage souple 24, le roulement 20r est combiné radialement à un squeeze film 26. Il s'agit d'un film d'huile disposé entre la bague 25 et la cage extérieure 20a du palier 20, en extension axiale selon l'axe X'X entre deux gorges d'étanchéité 27 et 28, intégrant préférentiellement des joints à segment pour piloter les débits de fuite. Alternativement, le squeeze film peut ne pas être centré sur la cage mais directement monté sur le carter 34 avec une bague extérieure de roulement « flottante » (non représentée). The casing 34 advantageously forms in its central part a flexible cage 24 of perforated steel, squirrel cage type, between the two bearings 14 and 20. The bearing 20, which creates dynamic damping by coupling with the flexible cage 24, is thus eccentric with respect to the upstream bearing 12 by taking the central section of the power teeth 15 as a reference. The flexible cage thus makes it possible to control the stiffness of the bearing 20 and thus to adjust the critical speed. In order to achieve a dynamic damping of the additional bearing 20 mounted on the flexible cage 24, the bearing 20r is combined radially with a film squeeze 26. It is a film of oil disposed between the ring 25 and the outer cage 20a of the bearing 20, in axial extension along the axis X'X between two sealing grooves 27 and 28, preferably incorporating segmented joints to control the leak rates. Alternatively, the film squeeze may not be centered on the cage but directly mounted on the housing 34 with a "floating" outer race ring (not shown).
[0021] Le pourcentage d'énergie de déformation amortie par le squeeze film au passage du mode d'arbre peut alors être ajusté grâce à la souplesse de la cage 24, par exemple avec un amortissement égal ou supérieur à environ 15%. Une telle architecture permet ainsi une répartition (en pourcentages) de 15 à 25 / 70 à 60 / 15, entre respectivement l'énergie amortie dans les paliers avant / l'énergie amortie dans l'arbre / l'énergie non amortie. De telles répartitions sont mécaniquement tout à fait acceptables. [0022] De plus, le décalage « d » , qui traduit la position excentrée du palier 20 par rapport au palier 14 réalisée par une entretoise 23, est ajusté par itération pour que le palier amortisseur 20 soit dans la déformée de l'arbre. Un compromis est établi entre un décalage au plus court, pour diminuer l'encombrement et au plus long pour augmenter l'amortissement du mode. La valeur du décalage est également fonction, notamment, de la gamme de vitesses de fonctionnement, de la longueur des dentures et de l'arbre ainsi que du diamètre de l'arbre. Le décalage « d » a pour effet d'écraser au mieux le squeeze film, ce qui augmente son efficacité et permet d'apporter un maximum d'amortissement, en particulier au passage de la vitesse critique de flexion de l'arbre (encore appelé résonance). Dans l'exemple de réalisation le décalage « d » est ajusté à 40 mm. The percentage of deformation energy damped by the squeeze film at the passage of the shaft mode can then be adjusted thanks to the flexibility of the cage 24, for example with a damping equal to or greater than about 15%. Such an architecture thus allows a distribution (in percentages) of 15 to 25/70 to 60/15, respectively between the damped energy in the front bearings / the damped energy in the shaft / the undamped energy. Such distributions are mechanically quite acceptable. In addition, the shift "d", which reflects the eccentric position of the bearing 20 relative to the bearing 14 made by a spacer 23, is adjusted by iteration for the damping bearing 20 is in the deformation of the shaft. A compromise is established between a shift to the shortest, to reduce the size and the longer to increase the damping mode. The value of the offset is also a function of, in particular, the operating speed range, the length of the teeth and the shaft as well as the diameter of the shaft. The offset "d" has the effect of overwriting the squeeze film at best, which increases its efficiency and makes it possible to provide maximum damping, in particular at the passage of the critical bending speed of the shaft (also called resonance). In the exemplary embodiment the offset "d" is adjusted to 40 mm.
[0023] En effet, à ce passage - correspondant à un faible passage de couple par le pignon menant - l'arbre subit un mouvement orbital par rapport à son axe X'X sous l'effet de son propre balourd (cf. figure 1 ). Le palier amortisseur 20 monté sur la cage souple 24 suit le même mouvement et provoque un écrasement du film d'huile 26 amplifiant ainsi l'amortissement dynamique. Indeed, at this passage - corresponding to a small torque passage by the driving pinion - the shaft undergoes an orbital movement with respect to its axis X'X under the effect of its own unbalance (see Figure 1). ). The damping bearing 20 mounted on the flexible cage 24 follows the same movement and causes a crushing of the oil film 26 thus amplifying the dynamic damping.
[0024] Par ailleurs, la raideur des paliers encadrant les dentures de puissance 15 permet d'assurer une bonne tenue des dentures entre elles lorsque s'exerce le couple moteur, même lors des passages des déformées de l'arbre ou à pleine puissance. Furthermore, the stiffness of the bearings flanking the power teeth 15 ensures a good hold of the teeth between them when the engine torque is exerted, even during the passage of the deformed shaft or at full power.
[0025] Les diagrammes des figures 4a et 4b illustrent les efforts exercés en newtons E(N) sur un ensemble de roulements des paliers avant d'un arbre de puissance en fonction de la vitesse de rotation V en tours par minute (t/min), respectivement en absence et en présence de l'amortisseur dynamique selon l'invention. The diagrams of FIGS. 4a and 4b illustrate the forces exerted in newtons E (N) on a set of bearings of the front bearings of a power shaft as a function of the speed of rotation V in revolutions per minute (rpm). ), respectively in the absence and in the presence of the dynamic damper according to the invention.
[0026] La première courbe C1 (figure 4a) présente en particulier un pic fort important de résonance P1 d'environ 4500 N, lors du passage modal de l'arbre à la vitesse critique de 19 000 t/min. Les efforts subis peuvent générer des usures prématurées ou des désengagements entre les dentures. [0027] La seconde courbe C2 (figure 4b) ne présente plus de pic d'effort important au passage de l'arbre à la vitesse critique de 24 000 t/min grâce à l'amortissement dynamique réalisée par une architecture du type décrite ci- dessus. Le pic enregistré P2 ne s'élève qu'à environ 1600 N, ce qui reste tout à fait acceptable. The first curve C1 (Figure 4a) has in particular a very large peak of P1 resonance of about 4500 N, during the modal shift of the shaft at the critical speed of 19 000 rev / min. The forces can cause premature wear or disengagement between the teeth. The second curve C2 (FIG. 4b) no longer has a large force peak at the passage of the shaft at the critical speed of 24,000 rpm thanks to the dynamic damping achieved by an architecture of the type described herein. - above. The peak recorded P2 is only about 1600 N, which remains quite acceptable.
[0028] L'invention n'est pas limitée aux exemples de réalisation décrits et représentés. Il est par exemple possible de prévoir d'autres types d'amortissement compressible que le squeeze film : joint élastomère, air comprimé, palier magnétique, etc. Par ailleurs la liaison souple peut être réalisée par une alternance de différents matériaux, un alliage souple ou des tresses de fils métalliques. En outre, plusieurs paliers supplémentaires peuvent être prévus selon une répartition ajustée afin de produire un amortissement avant réglé avec précision. The invention is not limited to the embodiments described and shown. It is for example possible to provide other types of compressible damping that squeeze film: elastomeric seal, compressed air, magnetic bearing, etc. Furthermore the flexible connection can be achieved by alternating different materials, a flexible alloy or braids of metal son. In addition, a plurality of additional bearings may be provided in an adjusted distribution to produce precisely adjusted front damping.

Claims

REVENDICATIONS
1 . Procédé d'amortissement dynamique sur un arbre de puissance (10) comportant un engrènement (15) de réduction de vitesse sur un pignon menant1. Dynamic damping method on a power shaft (10) having a speed reduction meshing (15) on a driving pinion
(16), encadré par un ensemble de supports d'arbre amont (12) et aval (14) à l'engrènement, caractérisé en ce que l'ensemble de supports (12, 14) est prolongé en aval par au moins un support supplémentaire (20) couplé à un amortissement compressible (26) en mouvement orbital pour former un amortissement aval axialement excentré (20, 26) par rapport au support amont (12) au regard de l'engrènement de puissance (15). (16), flanked by a set of upstream shaft supports (12) and downstream (14) meshing, characterized in that the support assembly (12, 14) is extended downstream by at least one support further (20) coupled to a compressible damping (26) in orbital motion to form an axially off-center downward damping (20, 26) with respect to the upstream support (12) with respect to the power meshing (15).
2. Procédé d'amortissement dynamique selon la revendication 1 , dans lequel le prolongement aval est réalisé par l'intermédiaire d'une liaison souple (24) formant un levier d'ajustement de raideur permettant d'ajuster la répartition de l'énergie de déformation dans l'arbre (10) et l'énergie amortie qui en résulte. The method of dynamic damping according to claim 1, wherein the downstream extension is formed by means of a flexible link (24) forming a stiffness adjustment lever for adjusting the distribution of the energy of the deformation in the shaft (10) and the resulting damped energy.
3. Procédé d'amortissement dynamique selon la revendication 1 ou 2, dans lequel le décalage aval (D) de l'amortissement supplémentaire (20) est déterminé par itération de sorte à placer cet amortissement dans la déformée de l'arbre (10) afin d'apporter un maximum d'amortissement par compression radiale. The dynamic damping method according to claim 1 or 2, wherein the downstream offset (D) of the further damping (20) is determined by iteration so as to place this damping in the deformation of the shaft (10). to provide maximum damping by radial compression.
4. Ensemble amortisseur dynamique sur arbre de puissance de mise en œuvre du procédé selon la revendication 1 , caractérisé en ce qu'il comporte des paliers amont (12) et aval (14) à roulements de puissance (12r, 14r) encadrant un engrènement de dentures de réduction de vitesse (15), le palier aval (14) étant couplé à au moins un palier à roulement supplémentaire (20, 20r) associé à un amortisseur compressible (26) pour former un amortisseur aval axialement excentré (20, 26) par rapport au palier amont (12) au regard de l'engrènement de dentures (15). 4. dynamic damping assembly on power shaft implementation of the method according to claim 1, characterized in that it comprises upstream bearings (12) and downstream (14) with power bearings (12r, 14r) framing a meshing of speed reduction gears (15), the downstream bearing (14) being coupled to at least one additional rolling bearing (20, 20r) associated with a compressible damper (26) to form an axially off-axis downstream damper (20, 26). ) relative to the upstream bearing (12) with respect to the meshing of teeth (15).
5. Ensemble amortisseur dynamique selon la revendication précédente, dans lequel les deux paliers avals (14, 20) sont liés par une cage souple (24) montée sur un carter commun (34). 5. dynamic damping assembly according to the preceding claim, wherein the two downstream bearings (14, 20) are connected by a flexible cage (24) mounted on a common housing (34).
6. Ensemble amortisseur dynamique selon la revendication 4 ou 5, dans lequel l'amortisseur compressible est constitué d'un « squeeze film » (26). 6. dynamic damping assembly according to claim 4 or 5, wherein the compressible damper consists of a "squeeze film" (26).
7. Ensemble amortisseur dynamique selon la revendication précédente, dans lequel le « squeeze film » (26) est centré sur l'arbre (10) par la cage souple (24). 7. dynamic damping assembly according to the preceding claim, wherein the "squeeze film" (26) is centered on the shaft (10) by the flexible cage (24).
8. Ensemble amortisseur dynamique selon l'une quelconque des revendications 4 à 7, dans lequel le roulement (20r) de palier aval supplémentaire (20) est un roulement à billes. 8. dynamic damping assembly according to any one of claims 4 to 7, wherein the bearing (20r) additional downstream bearing (20) is a ball bearing.
9. Ensemble amortisseur dynamique selon l'une quelconque des revendications 4 à 7, dans lequel le roulement (20r) du palier aval supplémentaire (20) est un roulement à rouleaux. Dynamic damping assembly according to any one of claims 4 to 7, wherein the bearing (20r) of the additional downstream bearing (20) is a roller bearing.
10. Ensemble amortisseur dynamique selon l'une quelconque des revendications 4 à 9, caractérisé en ce qu'il s'applique sur un arbre surcritique. 10. dynamic damping assembly according to any one of claims 4 to 9, characterized in that it is applied on a supercritical shaft.
EP11740963.1A 2010-07-01 2011-06-29 Method for dynamically absorbing shocks in a power shaft, in particular a supercritical shaft, and shock-absorbing architecture for implementing said method Active EP2588770B1 (en)

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FR1055272A FR2962176B1 (en) 2010-07-01 2010-07-01 DYNAMIC DAMPING METHOD FOR A POWER SHAFT, ESPECIALLY A SURFACE TREE, AND DAMPING ARCHITECTURE FOR IMPLEMENTING THE SAME
PCT/FR2011/051517 WO2012001304A1 (en) 2010-07-01 2011-06-29 Method for dynamically absorbing shocks in a power shaft, in particular a supercritical shaft, and shock-absorbing architecture for implementing said method

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CN102959258A (en) 2013-03-06
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JP6298632B2 (en) 2018-03-20
EP2588770B1 (en) 2014-12-31
US20130089284A1 (en) 2013-04-11
KR101914306B1 (en) 2018-11-01
FR2962176A1 (en) 2012-01-06
CN102959258B (en) 2016-03-16
US8777490B2 (en) 2014-07-15
CA2801371A1 (en) 2012-01-05
RU2012157217A (en) 2014-08-10
CA2801371C (en) 2018-05-22

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